Internal-combustion engine.



C. J. JAGER.

INTERNAL OOMBUSTION ENGINE.

APPLICATION FILED OCT. 17, 1904.

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G. J. JAGER. INTERNAL COMBUSTION ENGDIE. APPLICATION FILED 001. 17, 1904.

Patented July 28, 191;

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G; J. JAGER. INTERNAL COMBUSTION ENGINE. APPLICATION FILED 00m. 17, 1904.

1,105,142. 1 Patented July 28, 1 914,

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c. J. JAGER. INTERNAL GOMBUSTION ENGINE.

. APPLICATION FILED OCT. 17. 1904.

Patented July 28, 1914,

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Inventor".-

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G. J. J AGER.

INTERNAL COMBUSTION ENGINE.

API'LIOATION FILED OUT. 17, 1904.

Patented July 28, 1914 5 SHEETS-SHEET 5.

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"nrnn sci-Arne eetrsnr j onnion QEARLES J". JAGER, Q'i" BQSJON, MASSAGH'USETTS, ASSIGNPR, BY MESNE ASSIGN- MENTS, TO JAGEEEE ENGINE COMIANY, OF TAUNTON, MASSACHUSETTS, A COR- rcne'rron OF MASSACHUSETTS.

IurnnnA-noonBUs'rioN ENGINE.

Specification of Letters Patent.

Patented July 28, 1914.

Application filed October 17, 190%. Serial No. 228,707.

. of gaseous fuel within the combustion chain- -bers thereof, and in which the gaseous fuel that is employed consists of air enriched. or

carbureted by the admixture therewith of the vapor of a hydrocarbon.

The aims in general of the invention are to simplify-and facilitate the work of controlling the running of an engine such as aforesaid, by enabling the'fuel supply, the

'air supply, and the action of the electric sparker or-igniter, to be controlled by means of o. singlelha-ndle or lever, for the purpose of stertlng and stopping the engine, and of controlling the speed thereof. Also,to provide an improved construction of means of the same.

varying the timing of the sparker or igniter. The said aims are secured in the manner which will now be explained with the aid of the accompanying drawings, in which letter I have illustrated certain of the essential parts. of cnengine'with the invention embodied in the best forndin which it has thus far been reduced'to practice. In the drawings,l igure' 1 shows in eleveticn the said essential parts of an engine, together with the said embodiment of the invention. Fig. 2 is a View of a. portion oi the en ine in side elevation, looking from the right hand in Fi 1. Fig. 3 shows the throttle detached ont elevation. Fig. e shows the same in side elevation. Fig. 5

shows theelectric sparker or igniter in plan,-

detached. Fig. 6 is an elevation of the inner end of the electric sparkeror igniter. Fig. 7 shows the sparker-cani in side elevation. Fig. 8 shows in front elevation, with a certcin portion broken away to disclose interior construction, the sparker-cam and the clutch-collar which is employed alongside Fig. 9 is e sideselevetion of the clutch-collar. Fig. 10' ism plan view of the Heving reference to the drewings,the.

main frame, or shell and casing, of the englue, in general, is designated 1. The orankshsft is indicated at 2, and the fly-wheel is marked 3, Fig. l. A secondary shaft is indicated at 4, it being driven from the crankshaft a relatively 'lower rate of speed by means of speed-reducing gearing which may be, for instance, such as that which is indicated in dottedlines at 21, 22, 23 in Fig. 2. The fuel-supply pipe is shown at 5, and the exhaust pipe is shown at 6. A throttlevnlve or throttle which is employed. in conjnection with the fuel-supply pipe is located at 7, the operating handle or lever thereof @being'designated 71. In practice the throttle-valve or throttle may be operated by hand, as frequently is the case and as provided for in the present instance. If desired, provision'rney be made for operating ;the some automatically through connections with a governor, in manner which will be apparent to those who are skilled in the art. The fixed disk i2 is mounted in connection with the casing of the throttle or throttleivalve, end providedwith the graduations .7 while the handle or lever 71 is furnished with an index or pointer 711 working in connection-with the said greduations and showing by its position with relation thereto the closed or open conditionof the throttle or thro-ttl.evalve, as well as the extent to which the some has'heenopened. By means of the said throttle or throttlewalve the fuelsupply is regulated in well-known manner.

The firing or combustion-chamber is located within the portion of the shell or casing which'is marked 111. The fuel-supply pipe 5 exhaust-pipe 6 communicate with the said firing or combustion-chember, the communication being controlled in well-. known mennerby neansof vnlves, which able.

' sparker or igniter are contained within latter and their actuatin' connections it is I having been compressed by upward move unnecessary to show or escribe herein, inasmuch as they are or may be as usual and in themselves constitute no portion of the invention. The contact-points of the electric t e said firing or combustion-chamber. The electric sparker or igniter in itself is not a feature of the invention, and the construction and arrangement thereof may vary more or less in practice, as deemed advis- In order to assist in the disclosure of the manner in which the present invention may be carried into effect I have shown sparking or igniting devices which in the main are essentially as heretofore, and I will now ex plain the same as follows: The said contactpoints are shown in detail in Figs. 5 and 6. The fixed contact-point is designated 8 in Fig. 6, it being mounted upon a stationary support, as 81. The movable contact-point is designated 82. It is carried by an arm 83, which latter is fast upon the inner end of a short rock-shaft 84. The other end of the said rock-shaft projects outside the portion 111 of the casing, and has fast thereon an arm 85 for connection with the devices for actuating the rock-shaft. The arm 85 is flattened at its free extremity and formed with a vertical hole extending therethrough, and through this hole is extended the upper end of a rod 86. The said rod is provided above the arm 85 with a collar or head 87. Thereby the rod is hung upon the said arm. The weight of the arms 83, 85, and rod 86 acts with a tendency to separate the movable contact-point 82 from the fixed contact-point 8, and when permitted so to do, effects and maintains such separation. For the purpose of causing the movable contact-point to touch the fixed contact-point it is necessary to move the rod 86 endwise in an upward direction. In order to produce this endwise movement of the said rod, a cam 9 is provided upon the secondary shaft 4, and is arranged to engage in its rotation by the periphery thereof with the lower end of the rod. In this movement of the rod, the movable contact-point is operated therefrom through the medium of the expanding spiral spring 861, which encircles the rod between the fixed collar 862 upon the rod and a washer 868 which intervenes between the upper end of the spring and the under side of the arm. A yielding medium such as the spring 861 is used as a means oftransmio ting movement from rod 86 to the movable contactpoint, because the various adjust-- ments of the lower end of the rod tangentially with relation to the path of the cam 9,

to which I will next refer, result in varying.

the distance through which the rod is moved by the action of such cam. The spring is employed, moreover, in order that, after ment of the rod 86 in excess of that necessary to press the movable contact-point against the fixed contact-point, it may act expansively to set the rod in motion downwardly as soon as the rod is released by the cam in its rotation, producing thereby movement of the rod relative to the arm 85, and causing the head 87, upon the upper end of the rod to engage sharply with the said arm in 5 the course of such movement, occasioning thus a quick separationof the movable contact-point from the fixed contact-point andyzfi; separating the former widely from the latter, whereby a spark is produced under the 30 best conditions. f,

In order to guard against injury to the parts, or breakage thereof, as a result of engagement of the radial portion of the cam 9 with the lower end of the'rod86 when the crank-shaft and secondary shaft are rotated backwardly, the said cam 9 is loose upon the secondary shaft 4 and is coupled therewith by' means of a clutch, which latter acts to cause the cam-to turn in unison with the secondary shaft when the latter rotates forwardly, but permits the cam to slip relative I to the shaft and remain stationary when the said radial portion of the cam engages with the rod in the backward turning of the secondary shaft. One member of the clutch consists of a collar 91, that is mounted upon the outer end of the secondary shaft 4: and fixedly connected therewith by means of a clamping screw 92'. This collar 91 is set upon the shaft 4 closely adjacent the cam 9, 1 j and the side of the same which is toward the cam is formed with a notch 93 having? one end thereof square and the other clined. The other element of. the clutchcon- 105 sists of a pin 94 occupying a chamber 95 which is formed in the cum 9, the said chamber extending parallel with the axis of the secondary shaft. An expanding spiral spring 96 contained within the said chamber is compressed between the inner end of the pin and the inner end of the chamber..- The said spring acts with a tendency to project the outer end of the pin from the said chamber, and during the normal running of the engine the said outer end of the pin is caused by the action of the said spring to occupy the notch 93 which is formed, as above referred to, in the fixed collar 91. In the forward rotation of the secondary shaft the square end of the notch 93 engages with the portion of the pin 94: which is received within the notch, and operates to cause the cam to turn in unison with the secondary shaft. When, however, the secondary shaft is caused to be turned in the reverse direction, the oblique end of the notch 93 )IOSSQS the pin endwise into the chamber of the cam so that thesecondary shaft turns without communicating movement to the cam.

The improved means of adjusting the lower end of the rod 86 tangentially with relation to the path of rotation of the cam 9 for the purpose of varying the point in the rotation of the said cam at which the highest portion of the cam, releases the lower end of the rod so as to permit the rod to drop, thereby varying in like measure the time of sparking, embraces as its characteristic ele- -m ment theso-called igniter-eccentric 10; The

' said igniter-eccentric 10 consists, essentially, of a short cylinder that is mounted in a bearing that is provided therefor in a bracket 110, Figs. 2, 12 and 13, the. said 15 bracket being termed the igniter-bracket. The upper portion of the igniteneccentric is formed with a flange 103 that rests upon the upper end of the said bearing, whereby .the igniter-eccentric is supported vertically. 2c The igniter-eccentric has a hole 102 formed therethrough. This hole is located in aneccentricposition with respect to the axis of the igniter-eccentric and from this fact the latter part derives its name. The lower portion of the rod 86 passes through the hole 102 of the igniter-eccentric, the lower end of the rod projecting below the ignitereccentric. Because of the eccentricposition of the hole 102, it follows that when the ignitereccentric is turned around its vertical axis within the bearing that'is provided therefor in the igniter-bracket the position of the lower end of the rod 86 is shifted relative to .the cam. This enables such position to be as varied tangentially with respect to the cam as aforesaid. The igniter-bracket is attached to the shell or casing 1 by means of screws 112, 112, Fig. 2 passing through horizontal slots 113, 113, that are made in the 40 said bracket. The said slots enable the bracket to be adjusted in a direction to set the lower end ofthe rod 86 nearer toor farther from the axis of the secondary shaft 1. In order to enable the igniter-eccentric 10 to be turned for the purpose of eflecting the adjustment of the rod 86 with reference to the cam 9 by which the timing of the sparking is regulated, a pin or am 104 is secured to the flange 103 thereof and projects horizontally therefrom.

The igniter-eccentric 10 is connected with the throttle or throttle-valve 7, so that when the latter is adjusted the said igniter-eccentric will be adjusted in unison therewith.

56 The mode of connecting the parts may vary inpractice. Herein a rod 12 links the pin or armlO l to an arm 121 which is connected with the valve-stem 74 of the throttle or throttle-valve. Rotation of the valve causes 60 movement to be transmitted by means of the valve-stem 74L, arm 121, rod 12, and pin or arm 10 1, to the igniter-eccentr c. Thereby the fuel-supply and time of sparking are adjusted simultaneously; It is desired as make provision for relative ad ustmentof tions.

providedupo-n one face of its hub'with serrations, and a. collar 122 that isfast upon the valve-stem is formed upon its proximate face with a corresponding series of serra- The proximate end of the valve-stem is screw-threaded and has fitted thereon a thumb-nut 123, by means of which latter the ac hub of the arm 121 may be compressed against the collar 122 so that the two series of serrations shall interengage. By this means the arm 122 is held locked upon the valve stem in any position of angular ad- 35 justment thereon which may be given to it. I havealready explained the manner in which the throttle and electric sparker -or igniter are combined operatively with a single handle or lever so that thereby the fuel-supply and the sparking are both controlled by a single handle or lever. It remains to explain how the air-supply is ren dered responsive to the control of the said handle on lever. This last is secured through the employment of a vaporizing carburetor having an automatic valve on the general order of that which is shown in Figs. 14 and 15. In order that'the working at the said valve may be understood 1 will no explain the construction and operation of the carbureter and valve with reference to the said figures. The valve-arrangement which is shown in Fig. 1 1 maintains uniformity in the relative proportions of air and vapor in the gaseous mixture constituting the fuel that is supplied to the engine, and it accomplishes this throughout ariations in the speed of the engine and the accompanying variations in the rate of flow of air through the carbureter, by permitting a relatively increased volume of air to enter the fuel-supply pipe when the speed of the engine increases and by reducing the volume I of air to the normal when the speed of the enginelowers. I

Having reference now to Fig. 14, a hydrocarbon pipe 13 rises centrally within the fuel-supply .pipe 5 the former'pipe in practwo being supplied with the hydrocarbon from which is produced the vapor that unites with the air flowing through the fuelsupply pipe 5 to form the gaseous mixture constituting the fuel which is consumed in the engine, The fuel-supply pipe 5 is formed with an opening 51 at one sidethere-.

of, and with a projecting rim 52 around the I.

said opening. To the outer portion of the;

said rim 52 is. applied a. .fiange .141 :that formed at one end of astandll i, 1 30 the opening 51, its extremity being insertedinto the inner end of the bore or passageway 143 of the stand 14, and being secured fixedly therein. The outer end of the bore or passageway 143 in the stand 14 is enlarged to .15 form a valve-chamber 144, and'within the said valve-chamber works a needle-valve 15. The said needle-valve serves to control the flow of hydrocarbon through the bore or passageway 143 to the hydrocarbon pipe 13. An entrance-port 145-communicates with the valve-chamber at the outer side of the valveseat, the said entrance-port extending downward through the top of the stand to the yalve-chamber. The stand supports a glass cylinder 16, the latter constituting the body of a cup which, in practice, contains a quantity of the hydrocarbon with which the pydrocarbon pipe 13 is supplied. The stand i s formed at its upper side with a seat 146 '30: for the lower end of the glass cylinder 16, a .ringof cork, 161, being applied to the said yse'atfto'constitute a cushion and packing for Ethe f lower end of the glass cylinder. A cap ,'162. is applied to the upper end of the glass cylinder, a similar ring of cork 163 being interposed between the said upper end and the said cap. The space within the cylinder contains in practice a float having in connection therewith a valve by means of 40 which communication between the interior of the cylinder and a storage receptacle is controlled, the action being to maintain automatically a constant level of the hydrocarbon within the cylinder, in order that the hydrocarbon may always rise within the vertical portion of the hydrocarbon pipe 13 to within a predetermined short distance of the upper end of the said pipe. The float, etc., are well known and-in general use in connection with devices of this class, and it is unnecessary to show them herein. In operation, the hydrocarbon flows from the float-chamber, through the port 145 at the bottom thereof into the valve-chamber 144,

and past the valve 15 through the bore or passageway 143 into the hydrocarbon pipe 13. The air which travels through the fuelsupply pipe 5 under atmospheric pressure on its way to the engine takes the hydrocarbon by aspiration from the upper end of the pipe 13 in the form of vapor. The needlea valve 15 isprovided in connection with the bore or passageway 143 ofthe stand 14, in order that by adjustment thereof the rate of hydrocarbon pipe 13.

flow of the hydrocarbon 1 I.

chamber through the bore the stand into the hydrocar regulated at will.

For the purpose of permitting'additional volumes of air to enter the fuel-supply pipe 5 when required, a series ofinlet ports 17, 17 17, etc, is formed through the shell of the. said pipe around the vertical portion of the In connection with the said inlet ports the valve 18 is employed for the purpose of regulating automatically the inflow of air through the said ports. The said valve 18 consists, essentially, of a cylinder having a sliding fit within the interior of the fuel-supply pipe, and also having its upper end furnished with a diaphragm 181, which latter, preferably, is of finely-meshed wire gauze. The valve 18 occupies normally a lowered position in which its lower end rests upon a ledge 53 that is formed upon the interior of the pipe 5. In this position the shell of the valve 18 closes the air-inlet ports 17, 17 17, etc. The valve 18 occupies this position during the running of the engine at ordinary speed. When, however, the speed of the engine is caused to increase through the opening of the throttle and the acceleration in the timing of the sparking, the fuel passes through the fuel-supply pipe on the way to the engine with a correspondingly increased rate of flow. With this increased rate of flow the air within the fuelsupply pipe flowing past the hydrocarbon pipe tends to take up a greater proportion of hydrocarbon va or, and thereby to render the fuel too rich for satisfactory results in its combustion within the engine if not compensated for. The increased velocity of the flow through the fuel-supply pipe operates, however, to lift the valve to a degree corresponding with the increase in the rate of flow through the fuel supply pipe, thereby uncovering the air-inlet ports 1!, 17, 17 etc. The uncovering of the said air-inlet ports permits additional quantities of air to enter therethrough. In this manner, the relative proportions of air and vapor in the fuel are kept the same, whatever may be the rate of speed of the engine.

It will be perceived that I have combined in an internal combustion enginea throttle for the fuel-supply, an electric sparker or igniter, an operating handle or lever by means of which the throttle and igniter or sparker are'regulated or controlled in unison, and a valve controlling the air-supply and which is responsive to variations in the rate of flow through the fuel-supply pipe which result from the manipulation of the throttle and sparker or igniter. From this it follows that the fuel-supply, the air-supply, and the action of the electric sparkenor, igniter are all controlled by means of a S111- gle handle or lever for the purpose of starting and stopping the engine, and of control.- ling the speed thereof.

The vaporizing carbureaer and. ts valve arrangement are not claimed specifically herein. 'll-iey constitute the subject of separate claims in 11 y application for United States Letters Patent filed April 29, 1904,

Serial No. 180.166.

I claim as my invention In an internal combustion engine,- in combination, the throttle for the fuel supply, the

electric-s arker or i niter havin the o erating cam and the transmitting member Which the said member is adjusted tangentially with relation to the path of the cams and a connection from the said throttle to 116 said igniter eccentric whereby the fuel supply and timing of the sparking are controlled in unison. 1

In testimony whereof I aflix my signature in presence of two witnesses.

CHARLES J. JAGER. Witnesses:

CHAS. F. RANDALL, EDITH J. ANDERSON. 

